Sheet-metal car end.



W. P. MURPHY SHEET METAL CAR END.

APFLECAHON FILED AUG. 7, m2.

Patented May 7,1918.

1,265,239 2 HEETS- HEETl W. P. MURPHY.

SHEET METAL CAR END. APPLICATION. man AUG. 1. 1912 1,265,239. Patentd May 7,1918.

2 SHEETS-SHEET 2.

urrnn s-Tnrns PATENT OFFICE.

WALTER P. MUBFHY, OFGIPIICAGO, ILLINOIS SHEET-DIETAL CAR END.

Specification of Letters Patent.

Patented May 7, 1918.

7 Application filed. August 7, 1912. Serial 1!? 0. 713,806.

ill of railwa cars, and the invention has for ts primary object to provide a new and- .imp1'oved end structure which can he fiery economically constructed, which may be readily repaired in case of damage. and, .15.. which will be capable of withstanding the heavy strains and stresses exerted against .the end structure of railway cars due toimplants from the outside, the shifting of the cargo whenthe car starts and stops. and other causes well understood by railroad men.

.The invention has for further objects toprovide such other new and improved constructions, arrangements and devices relating to railway car end structin'es as will he hereinafterdescribed and claimed.

The invention is illustrated in the accom- 'panying drawings, wherein Figure 1 is an cnd'elevation of a railway box car provided with the sheet metal end structure of my invention Figr'fil is a sectional plan taken on line 2 2 at Fig. 1. Fig. 3 is a vertical sectional elevatio taken on line3-3 of Fig. Llookin; in the direction of the arrows.

- Figs; is a detail of one of the end or bands, and r Fig. 5 is an enlarged detail in section sheets 0 showing the means for securing the lower end shooter-band to the under frame of the car.

- Fig. 6 is a fragmentary end elevation with part of the upper end sheet broken away to 1.45 show the relation of the ridge pole and the elements forming the end plate.

Like characters of reference designate like parts in the several figures of the drawings. ..The sheet metal car end of my present lIlYGIltlOil consists of a number of sheets or hands of metal extending from side to side of the car, attached to each other and to the side Walls, roof structure and end frame bijthe car, and providedwith hollow rein- "forcing. ribs as will be hereinafter more particularly described.

Referring to the drawings which show a wooden box car of standard construction (obviously the car (and ofniy invention might. be used on railway cars of different constri otionfrom the one shown). 10 desig' nates the corner posts at one end of the car, ii the end sill. 12 the end plate; 13 the ridge pole, 14 the outer sheathing, 15 .the

inner. sheathing, 16 the roof, "and 17 the flooring of the car.

l. have shown the sheet .metal end. structure as consisting of seven sheets or-bands of metal 18 each about fifteen inches wide. Obviously any desired number could he used. These bands are formed on theirouter edges with the angular flanges 19 bynieans of which they are bolted to the corner posts 10. inch band is overlapped upon the one belowit and theoverlamiing portions riveted to gether as indicated at '20. These overlaps constitute, in elfect.'strengtlie1iing ribs extending horizontally across the car. The construction makes "the end impervious to rain, snow. and thclike. Each of the bands 18 is preferably formed with the liollow rib 21 whichis widest and deepest at the center and tapers in width and depth toward the edges of the sheet. Above and below the centrally bulging ribs '21 are hollow ribs 0r corrugations 22 which may or may not be tapered as desired. It will he seen,that this structure is very still, strong, and .is well calculated to withstand the shocks, pressures and stresses which aree'xerted against the end of a railway car. The span from corner post to corner post is considerable-s0 that it is desirable that the sheets or hands constituting the end structure be stronger and" stifi'er at the middle than at the edges. This is provided for by forming each band with the hollow rib 21. which is wide and deep at the middle. The smaller ribs prevent any local distortion due to the thrust of some particular piece of the cargo. The fact that the bands or sheets are com aratively narrow, as I make them by pre erence, reduces the cost of manufacture and also thehcost of repair in the event that one of the bands becomes injured and has to be replaced.

The lower band l8 preferably overlaps and covers the outer 'face of the end sill 11,,

the overlapping flange b'ein bolted or otherwise secured to the sill. or example, the truss rods 23 may extend through the sill and end sheet. In order to insure a. tight and secure joint between the end sheet 18 and the end sill, which is particularly desir able when the car is likely to be used as a grain car, an angle bar 2% is interposed between the top of the end sill and the flooring 1?, and the end sheet secured to the angle bar by rivets 25. The angle bar may be attached to the sill by bolts 26.

The upper band or end sheet 18 prefer- :ibly overlaps the end plate 12 and the end of the ridge pole in the same manner. By employing an angle bar 27 secured to the end plate by bolts to which the end sheet may be riveted, as indicated at 28, it will not be necessary to bolt through the end plate horizontally and this results in a construction which is more surely Waterproof. Besides this the angle plate at the top of the end structure reinforces and strengthens the structure, as does the angle late at the sill, nnd particularly gives rigifity to the edge of the plate which by standing in front of the ridge pole checks the tendency of the ridge pole and roof to shift longitudinally by its inertia, when the car suddenly starts or stops.

While I have described my invention in a, certain preferred embodiment, it Will he readily understood that some modifications might be made without departure from the invention. Therefore I do not wish to be understood as limiting the invention to the particulars shown and described.

I claim: I

l. in a ri ilway car, the combination with a wooden end sill and the flooring of the car,

. of it sheet metal endponel which overlaps the outer face of the sill and is secured thereto, and an angle-oer extending across the car from side to side and, seated on said sill with its horizontal flange secured thereto and extending under said flooring, and its vertical flange secured to said end panel incense whereby an angular reinforcement and weather-protecting device is provided for said end sill.

:3. In a. railway ear, the combination with n wooden end sill, of a sheet metal end panel which overlaps the outer face oil the sill and.

is secured thereto, and en angle-bar extend ing across the car from side to side and seated on said sill with its horizontal flange secured thereto and its vertical flange secured to said end panel whereby an ginguler reinforcement and weathennrotecting device is provided for said end si 3. In a railway car, the combination with a wooden end sill and the longitudinal truss rods of the car, of n sheet metal end nuel which overlaps the outer face of the sil and is secured thereto, and an engle bsr extending across the car from side to side and seated on said sill with its horizontal flange secured thereto and its vertical flange secured to said end panel whereby an angular reinforcement and Weather-protecting device is provided for said end sill; said truss rods extending through said end sill and overlapping portion of the panel and anchored against the latter.

4e In a railway ear, t e combination with the roof nndridge-poleof the ear, of e sheet metal end structure which extends shove the bottom of the ridge oule ferment shutrnent for the ridge pole to prevent longitudinal shifting of the root, end a supporting;

and rigidifying member, which extends across the u per'portion of the end structure on which the ridge'pole rests and to which the end structure is secured.

'WALTER Pi ll/iUl-tl-E till 

